Run-down and reset train control



April 15, 1930. A. L. RUTHVEN RUN-DOWN AND RESET TRAIN CONTROL 4 Sheets-Sheet Filed May 5. 1926.

April 15, 1930. L u v 1,754,90

RUN-DOWN AND RESET TRAIN CONTROL Filed May 1926 4 Sheets-Sheet 2 F/ZZ E.

fl ll o ernfecl Aprifi 1930. A. L. RUTHVEN 1,754,905

RUN-DOWN AND RESET TRAIN CONTROL Filed May 1926 4 Sheets-Sheet 3 April 15, 1930; A. RUTHVEN HUN-DOWN AND RESET TRAIN CONTROL Q .11. .N w w w u v a MS w w m towmd ana QQ w IQQ m 5k 8 b N QQF wQx. SEN. v H H H g g R m /i Patented Apr. 15, 1930 PATENT OFFICE ALFRED L-RUTHVEN, OF ROCHESTER, NEW YORK BUN-DOWN AND RESET TRAIN CONTROL application filed May 6,1926. Serial No. 107,125.

The present invention relates to automatic trainc'ontrol apparatus, and anus to provide a novel and improved run-down and reset,

type of, control apparatus which is operable 5 to automatically retard or stop the vehicle or train after it has travelled a predetermined distance, unless the vehicle-carried control equipment has been reset automatically or manuall 3 It is also an object of the invention to provide an apparatus of the character indicated which is simple in construction and operation and which is also practical and eificient.

' With the fore oing-and other ob ects 1n 1 view, which will apparent as the description proceeds, the invention resides in the construction and arrangement of parts, as hereinafter described and claimed, it being understood that changes can be made within 20 the scope of what is claimed, without departing from the spirit of the invention.

The invention is illustrated in the accompanying drawings, wherein Figure 1 is a diagrammatical new of one form of apparatus embodying the improvements, for clear, caution and danger condltions, with provision for automatic resettin under trackside control.

l ig. 2 is a diagrammatical view of a simplified form of apparatus using trackside control for resetting the apparatus, and pro-. viding for two conditions of control only, such as clear and danger, conditions.

Fig. 3 is a diagrammatical view of a still more simple apparatus, employing a manually'operable avoiding device, without control from thetrack to-reset the apparatus.

Fig. 4 is a diagrammatical view of a pneumatic apparatus corresponding with the electrical apparatus as shown in 1g. 3.

Fig. 5 illustrates a portion of a track w th a semaphore and an indicator or sign which indicate to the engineman the points alongi the track where the avoiding device shoul be operated. 1

F1 6 is a diagrammatical v1ew.1llustrating t e trackside circuits for the apparatus shown in Fig. 1.

Fig. 7 is a diagrammatical. v'iew illustratco ing several blocks of a track with the semaphores and'run-down indicator or sign, for the apparatus shown in Figs. 3 and 4.

Fig. 8 is a plan view of a pair of inductor bars and their supporting means located between the rails of a track.

Fig. 9 is an enlarged end view of the inductor bars and their supporting means as shown in Fig. 8.

Referrin to Fig. 1, the vehicle-carried equipment includes a valve magnet 10, which so is an electromagnetically-controlled valve for opening the brake pipe of the vehicle or train to the atmosphere, when the magnet is deenergized, so as to apply the brakes and retard or stop the vehicle.

The valve magnet 10 is disposed in a normal running circuit including the electrical generator 11 or other source of electrical energy, conductor 12, shaft 13 of a speed control governor 14, conductor 15, magnet 10, conto ductor 16, run-down switch 17, contact strip 18 normally engaged by the switch 17, and return conductor 19. bus, while the switch 17 engages the strip 18 such circuit is closed to keep the valve magnet 10 energized, and should the shaft 13 ofthe governor 14 break, this will open such circuit so as to deenergize the magnet 10 and apply the brakes, thereby providing a safety feature.

A caution running circuit is provided to so enable the vehicle to proceed below a predetermined maximum caution speed, when the switch 17 moves open. Such circuit includes the generator 11, conductor 12, governor shaft 13, conductor 15, valve magnet 10, conductor 20, a caution run-down switch 22, contact strip 23 normally engaged by the switch 22, conductor 24, contact strip 25, switch or bridge 26 carried by the governor 14, contact strip 27, and conductor 19. In' order that suc circuit may be closed to energize the magnet 10, the switch 22 must not only be'closed, but the switch26 must bridge the pair of contact strips 25, 27, which re Hires that the vehicle be movin at a speed elow maximum cau- 9c tion spec ,above which speed the switch 26 isremoved from the strips 25, 27 to open the circuit and deenergize the magnet 10 so that the brakes will be applied.

A danger running circuit isprovided to enable the vehicle to proceed at a slow rate of speed under danger conditions, providing the engineman is alert. This circuit is employed when both of the switches 17 and 22 are open, in order that the vehicle may proceed under danger conditions below a maximum danger speed, permitting a quick stop to be made if necessary, and also enabling the train or vehicle to proceed to a point where repairs can be made or communication had with the train dispatcher. Such danger running circuit includes the generator 11, conductor 12, governor shaft 13, conductor 15, valve magnet 10, conductor 20, an alert switch 28 held closed by the engineman, contact 29, conductor 30, contact strip 31, bridging switch 32 carried by the governor 14, companion contact strip 33, and conductor 19. In order that such circuit may be closed, the switch 32 must bridge the pair of contact strips 31, 33, requiring that the vehicle be travelling at a slow rate of speed, and the enginenlan must also hold the switch 28 closed, said switch being normally open. This not only requires that the vehicle travel at a slow rate of speed, but the engineman must also be alert in holding the switch 28 closed. The switch 28 may also he used as an avoiding device to prevent the deenergization ot the valve magnet 10 when travelling at a slow speed, with the switch 32 bridging the contact strips 31, 33, inasmuch as the engineman may close the switch 28 to keep the magnet energized when the switches 17 and are opened.

The switches 26 and 32 which are carried by the governor 14 are swivelled to the rotary part of the governor, and are prevented from rotating by a guide 34.

The switches 17 and 22 are arranged to run down in accordance with the distance of movement of the vehicle, so that said switches will be opened after the vehicle has travelled a predetermined distance. Thus, a helix 35 is provided, which, like the governor shaft 13, is geared or operably connected with one of the wheel axles of the vehicle, but the helix 35 rotates relatively slow while the governor rotates relatively fast. A. slidable rod 36 is carried h each of the switches 17 and 22, to bear on t 1e thread of the helix 35, whereby, as the helix rotates, the weighted long arms of the lever switches -17 and 22 will move downwardly by gravity, and when the rods 36 reach the lower end of the helix 35, the switches 17 and will be removed from the respective contact strips 18 and 23, to open the normal and caution running circuits. Each rod 36 is projected by a suitable spring 37 to engage the helix 35, and a lever 38 is mounted on each switch and operably conmeets the rod 36 and the core 39 of a solenoid. There are two solenoids 40 and 41 controlling the switches 17 and 22, respectively, and said solenoids are normally deenergized, so that the cores 39 will gravitate with the switches 17 and 22. When either of the solenoids is energized, it will attract and raise the corresponding core 39, thereby swinging the lever 38 to retract the rod 36 from the helix 35, and the switch is then swung upwardly to initial or starting position. Then, when the solenoid is deenergized the spring 37 will project the rod 36 into engagement with the helix 35 at the upper end thereof. This constitutes the resetting action, that is, the solenoid 40 or 41 is energized to retract the rod 36 from the helix and return or reset the corresponding switch to initial or starting position, as seen in Fig. 1.

A. resetting circuit for the solnoid or electromagnet 40 includes the generator 11, conductor 12, governor shaft 13, conductor 15, solenoid 40, conductor 42, contact 43, switch 44, and conductor 19. A resettingcircuit for the solenoid or electromagnet 41 includes the generator 11, conductor 12, governor shaft 13, conductor 15, solenoid 41, conductor 45, contact 46, switch 47, and conductor 19.

The resetting control switches 44 and 47 for clear and caution conditions, respectively, are normally open, and are under the control of the respective clear and caution electromagnets 48 and 49. Said electroinagnets are controlled by the respective audion or thermionic tubes or valves 48 and 49. Thus, the magnet 48 is connected in the circuit 50 with the battery or source of electrical energy 51 and the plate 52 and filament 53 of the thermionic valve 48, while the mag net 49 is connected in the electrical circuit 54 with the battery 51 and the plate 55 and filament 56 of the thermionic valve 49'. The construction and operation of the thermionic valves are well known and need not be described in detail. The circuits 50 and 54 are the output circuits of the thermionic valves 48 and 49', respectively, and the flow of electrical current in said circuits and magnets 48 and-49, respectively, is controlled by the flow of current in the respective input circuits 57 and 58 of the thermionic valves 48' and 49. The circuit 57 is connector} to the filament 53 and grid 59 of the Va ve 48, while the circuit 58 is connected to the filament 56 and grid 60 of the valve 49'.

The circuits 57 and 58 receive electrical energy by induction from the track, under clear and caution conditions, to obtain or maintain corresponding conditions in the vehicle equipment, and, each of the circuits 57 and 58 has a pick-up element to receive energy from the track. Thus, a pick-upcoil 61 is disposed in the circuit 57, and a similar coil 62 is disposed in the circuit 58, said coils being wound on the respective cores 63 and 64. Said cores are. of inverted U-shape as shown to be disposed astride the portions of the trackside circuits from which the coils receive their energy.

The coil 61 receives electrical energy by induction from one rail 65 of the track, and the coil 62 receives electrical energy by induction from an inductor bar or rail 66 mounted on the track at the control location. The inductor bar 66 and corresponding portion of the rail 65 are energized electrically. Thus, a conductor 67 is connected to one end portion of the bar 66 and corresponding portion of the rail 65, and is connected to the control switches 68 and 69 for clear and cantion conditions, respectively. The respective front contacts 70 and 71 of the switches 68 and 69 are connected by the conductors 72 and 73 with the rail 65 and bar 66 at the end of the bar 66 opposite to the end to which the conductor 67 is connected. The switches 68 and 69 are under the control of the respective clear and caution control electromagnets 74 and 75. These electromagnets are connected in the wayside signal circuits or are controlled in any suitable manner, according to the recognized practice. whereby when the track is clear ahead both magnets 74 and 76 will be energized to close the switches 68 and 69, when caution conditions exist in advance the magnet 74 is deenergized and the magnet 75 energized to open the switch 68 and close theswitch 69, and when danger conditions exist in advance both magnets are deenergized so that the switches 68 and 69'are both open. The trackside circuits are energized, as shown, by the provision of a transformer 76 between the conductor 67 and an alternating current supply line or circuit 77. V

Fig. 1 illustrates the semaphore 78 in clear position, with the vehicle passing the control location. While the vehicle has been approaching the control location, the switches 17 and 22 have almost run down to open positions, said switches being in the act of moving away from the contact strips 18 and 23, respectively, Fig. 1 showing the run-down devices restored or reset.

The operation is as follows: Under :lear

track conditions ahead, the magnets 74 and 75 are energized to' close the switches 68 and 69, whereby the inductor bar 66 and portion of the rail 65 between the conductors 67 and 72 will be energized with alternating current of suitable voltage and phase. Then, as the coils 61 and 62 move over the energized portion of the rail 65 and the bar 66, respectively, alternating current will be induced in said coils, whereby the flow of current between the grids and filaments of the thermionic valves 48 and 49 will increase the flow of current from the battery 51 in the circuits 50 and 54 to such an extent that the normally deenergized magnets 48 and 49 will be energized to raise the switches 44 and 47 against the respective front contacts 43 and 46. The switch 44 being closed will close the resetting circuit of the solenoid 40, so that switches 17 and 2 to be reset before the coils leave the control location. The vehicle may therefore proceed under clear condltions 1nasmuch as both of the switches 17 and 22 have been reset, thereby permitting the vehicle to travel the predetermined distance before theswitches 17 and 22 reach the ends of the contact strips 18 and 23, respectively. Under caution conditions, the magnet 74 is deenergized and the magnet 7 5 energized, so that the clear switch 68 is open and the caution switch 69 closed. The rail 65, therefore, does not receive energy, whereas the bar 66 is energized. Accordingly, the coil 61 will receive no energy from the track, while the coil 62 is energized. Consequently, the magnet 48 remains deenergized, while the magnet 49 is energized, thereby closing the switch 47 but leaving the switch .44 open. Consequently, the switch 17 is permitted to run down completely and open the circuit thereof, said switch 17 being removed from the contact strip 18. However, the, switch 47 being closed will energize the solenoid 41, when passing the control location, to reset the switch 22. The switch 17 being open places thecontrol of the valve magnet 10 on the switch 22 and governor switch 26, requiring that the vehicle travel below the predetermined maximum caution speed, with the switch 26 brid ing the contact strips 25 and 27. The switc 22 being reset therefore enables the vehicle to proceed under caution speed for the predetermined distance of travel.

Under danger conditions, with both magnets 74 and 75 deenergized, and the switches 68 and 69 open, neither of the pick-up coils 61 and 62 receives energy from the track, so that the magnets 48 and 49 remain deenerized, with the switches 44 and 47 open. oth switches 17 and 22 therefore run down to open position, and the control of the valve magnet 10 is now placed on the alert switch 28 and governor switch 32, requiring that the veh cle proceed at a slow speed and that the engineman be alert by holding the switch 28 closed. Should the vehicle exceed the maximum dangeraspeed, the switch 32 being removed from the contact strips 31, 33 will open the circuit and deenergize the magnet 10, or should the engineman be asleep, dead or otherwise incapacitated, the switch 28 being open will deenergize the valve magnet 10 and apply the brakes.

It will beapparent that if the vehicle is Ill' proceeding under danger conditions and passes a control location under caution or clear conditions, the vehicle equipment will be reset accordingly, and if the vehicle is proceeding under caution conditions and passes a control location under clear or danger conditions, the vehicle equipment will be controlled accordingly, so that the vehicle equipment may be controlled, at any control location, for c ange from any one condition to either of the other conditions.

Fi 2 illustrates a modification in that control or caution conditions has been eliminated, and the apparatus provides for a plain stop onl if the run-down device is permitted to run dbwn the full amount. This apparatus employs the valve magnet 10, run-down switch 17, solenoid 40, magnet 48, thermionic valve 48 and pick-up coil or receiver 51, the same as in Fig. 1, with the same corresponding circuits, and the .portion of the rail at the control location is energized by the same trackside circuit as shown in Fig. 1, under the control of the electromagnet 74 which is energized for clear conditions and deenergized for danger conditions. Said electroinagnet 7-1 may also be deenergized for caution conditions, so that the vehicle will be stopped under either danger or caution conditions unless the engineman acknowledges the signal given by the semaphore 78 and avoids the deenergization of the valve magnet 10. When the magnet 7 4 is energized and the switch 68 closed, the coil 61 receiving energy from the rail 65, will result in the magnet 48 being energized and the switch 44 closed. to energize the solenoid 40 and reset switch 17. When the rail 65 is deenergized at the control location, the magnet 48 and solenoid 40 remain deencrgized, and the switch 17 will move to ultimate poistion so as to open the circuit of the valve magnet 10 and apply the brakes. The alert switch 28 is connected between the conductors 19 and 42, as shown, whereby the engineman, in approaching the semaphore, bein alert may acknowledge the signal and there y avoid the stopping of the vehicle. The switch 28 being closed will energize the solenoid 40 to reset the switch 17, the resetting circuit including the generator 11, conductor 12, solenoid 40, conductor 42, switch 28, contact 29, and conductor 19. If the engineman is dead, asleep or otherwise incapacitated, the switch 28 remaining open, with the switch 68 open, will result in the run-down device goin to ultimate position and stopping the vehic e. The chief function of automatic train control is to cause obedience to wayside signals. Therefore, if the engineman 18 alert, the avoiding of the automatic stopping or retardin of the vehicle is not objectionable, inasmuci as the engineman being alert will manually control the vehicle or train according to the si al. The alert switch 28 is only to be close when approaching or passing a control location, when the en ineman observes the signal and controls t e train accordingly. Therefore, if the engineman is dead, asleep or otherwise incapacitated, or if the signal is not observed because of fog or smoke, the alert or avoiding switch 28 will not be closed, and under caution or danger conditions the vehicle will be stopped automatically. The switch 28 may be of any suitable mechanical construction in order that it may not be tied or fastened in closed position, thereby requiring the switch to be held closed manually.

Fig. 3 illustrates a simple run-down and reset device with an alert switch, the valve magnet 10, switch 17 helix 35 and solenoid 40 being the sameas shown in Figs. 1 and 2. There is no control from the track, but the en gineman must be alert and acknowledge signals or indications at predetermined points of the track to avoid an automatic stop. The normal circuit of the valve magnet 10 includes the enerator 11, conductor 12, magnet 10, con uctor 16, switch 17 contact strip 18 and conductor 19. If the vehicle travels a predetermined distance so that the switch 17 is completely run down, the switch is removed from the-contact strip 18, thereby deenergizing the magnet 10 and applying the brakes. The avoiding switch 28 is located between the solenoid 40 and conductor 19, so that the engineman, if alert, may acknowledge the wayside signals or indications, by closing the switch 28, which will energize the solenoid 40 and reset the switch 17, the circuit including the generator 11, conductor 12, solenoid 40, switch 28, contact 29, and conduotor 19.

Fig. 4 illustrates a pneumatic apparatus to accomplish the same results as obtained by the electrical apparatus shown in Fig. 3. Thus, a valve 10 is provided for opening the brake pipe to the atmosphere, for applying the brakes, when said valve is opened. A run-down lever 17 has a rod 36 engaging the helix 35', so that when the lever 17 runs down the full amount, it will contact with the push button or plunger 10" of the valve 10', thereby opening the valve and bleeding the air from the brake ipe to apply the brakes. This is the equiva ent to the o ning of the switch 17 hereinbefore describe The rod 36 is projected into enga ement with the helix by the spring 37', an a lever 38 carried by the lever 17' o erably connects the rod 36 with the stem 0 a piston 39 working in a cylinder 40'. Compressed air is supplied from the main reservoir 11 or other suitable source, and a valve 28 is connected between the reservoir 11' and cylinder 40. The valve 28' is an alert valve operated similar to the switch 28 as shown in F ig. 3, for resetting the run-down device. Thus, by opening the valve 28, air is admitted from the reservoir 11 into cylinder 40 to raise the piston 38 and restore the lever 17 as seen before the lever 17 runs down completely, said lever 17 will open the valve 10 and thereby apply the brakes. The cylinder 40 preferably has vents 40" and .0 at its lower and upper ends. The vents 40 permit the air to move into and out of the cylinder above the piston 39. The vent 40" permits the air to escape from below the piston 39' when the lever 17 gravitates, but said vent is not sufliciently large for the free discharge of air admitted into the cylinder from the reservoir 11 when the valve 28' is open, so that the piston 39 will be raised as above described.

Fig. 5 illustrates a portion of the track with .a semaphore 78, and the rails of the track may have insulated joints in any suitable arrangement for the ordinary track circuits used in wayside signal systems. \Vith the apparatus shown in Figs. 3 and 4 there are no control elements or circuits on the track, as seen in Fig. 5. The run-down devices are so geared to coact with the track mechanism disclosed in Fig. 5 that the vehicle travelling the length of an ordinary block from one semaphore to the next, will enable the rundown device to reach or approach ultimate vehicle retarding position, ,so that the vehicle will be retarded if the second semaphore is passed without the device being reset. If a block is of unusual length, an indicator or signal 7 9 of any suitable kind may be positioned at the side of the trackbe'tween the ends of the block, to indicate to the engineman a point at which the avoiding or resetting device must be operated. These indicators or signs 79 may be used in the blocks at suitable points to indicate where the avoiding device should be operated, in addition to the signal locations where the semaphores are located.

Fig. 6 illustrates the trackside circuits for several blocks of the track, for the apparatus shown in Fig. 1. The semaphores 78, 78", 78 and 78' are located at the entrance ends of the respective blocks to the right of said semaphores. The semaphore 78 is in clear position, so that the corresponding switches 68 and 69 are closed; the semaphore 7 8 is in caution position, so that the switch 68 is open and the switch 69 closed; the semaphore 7 8 is in danger position so that both switches 68 and 69 are open; and the semaphore 78 is in caution position with the switch 68 open and the switch 69 closed. The block between the semaphores 7 8 and 78 is of greater length than the other block which may be of normal length or say two miles. In such longer block the run-down device would run down completely unless it were reset before reaching the control location. Therefore, in connection with the semaphore 78 the trackside circuits are duplicated between the ends of the long block. Thus, an inductor bar or rail 66 is located between the ends of the block, and a bar or rail 66 is located at the usual control location for the semaphore 78. The conductors 67, 72 and 73 have the respective branches 6?, 72* and 7 3, whereby the bars or rails 66 and 66 are simultaneously energized, as well as the corresponding portions of the rail 65. Thus, the same conditions of control are provided at the control location defined by the bar or rail 66 as exist when approaching the semaphore 78 Fig. 7 illustrates the same blocks and semaphores as in Fig. 6, for the apparatus shown in Figs. 3 and 4, there being no trackside circuits excepting the usual wayside signal circuits (not shown). The avoiding device is operated when approaching each of the semaphores, to reset the run-down device, and in the long block, an indicator or sign 79 is locatedbetween the ends of the block, to indicate to the engineman a point where the avoiding device should be operated to reset the run-down device. These indicators or signs may be located at suitable points in long blocks for the resetting of the run-down device at the predetermined distance in advance of the next'semaphores.

Figs. 8 and 9 illustrate supporting means for the inductor bars or conductors 66 of the trackside circuits. Thus, posts 81 are mounted on the ties or sleepers, and insulators 80 are mounted on said posts and have the bars 66 secured therein. The bars 66 are therefore insulated from the ground, to avoid the influence of stray electrical current.

Having thus described the invention, what is claimed as new is 1. Automatic vehicle control apparatus including a vehicle-carried run-down device for obtaining an ultimate vehicle retarding condition, and manuall operable avoiding means for resetting sai device, in combination with indicating means located at intervals along the path of movement ofthe vehicle to indicate points near and intermediate the ends of the blocks where the avoiding means should be operated to prevent said vehicle retarding condition.

2. Automatic vehicle control apparatus in cluding a vehiclacarried run-down device operable in accordance with the movement of the vehicle to move to an ultimate position when the vehicle has travelled a predetermined distance, means operable when said device reaches said ultimate position for applying the brakes of the vehicle, and manually operable avoiding means controlling said device for resetting it, in combination with indicating means at intervals along the path of movement of the vehicle for indi cating the points near and intermediate the ends of the blocks where the avoiding means should be operated to of the brakes.

3. Automatic vehicle control a paratus including two vehicle-carried run own devices for obtaining ultimate vehicle retarding conditions, speed controlled means cooperable with one device to restrict the vehicle speed when the other device has run down, controlled trackside circuits including portions extending longitudinally of the track, and vehicle-carried means controlling said devices and includin Y pick-up coils cooperable inductively wit 1 said ortions of said circuits for resetting said evices selectively when said circuits are energized.

4. Automatic vehicle control apparatus including two vehiclecarried run-down devices for obtaining ultimate vehicle retarding conditions, speed controlled means cooperable with one device to restrict the vehicle speed when the other device has run down, controlled trackside circuits including portions extending longitudinally of the track, vehicle-carried means controlling said devices and including pick-up coils cooperable inductively with said portions of said circuits for resetting said devices selectively when said circuits are energized, and manually operable forestalling means cooperable with said speed controlled means and arranged to forestall the vehicle retarding conditions below a predetermined vehicle speed when both of said devices have run down.

5. Automatic vehicle control apparatus including two vehicle-carried run-down devices operable in accordance with the movement of the vehicle to reach an ultimate position when the vehicle has travelled a predetermined distance, vehicle retarding means controlled by said devices for obtaining vehicle retarding conditions when said devices have reached said ultimate position, s aeed controlled means eooperable with one 0 said devices for restricting the vehicle speed when the other device has reached its ultimate position, controlled trackside circuits each including a portion extending longitudinally of the track, vehicle-carried means controlling said devices and including pick-up coils cooperable inductively with said portions of the circuits for resetting said devices selectively when said circuits are energized, and a manually operable avoiding device cooperable with said speed controlled means and controlling the first named means to avoid the vehicle retarding conditions below a predetermined vehicle speed when both of said run-down devices have reached said ultimate position.

6. Automatic vehicle control apparatus in cluding a vehicle-carried run-down device for obtaining an ultimate vehicle retarding condition, a trackside circuit including a portion of one of the traffic rails in said circuit and means for controlling the circuit, and vehiclecarried mechanism controlling said device prevent the application signature.

ALFRED L. RUTHVEN. 

